AviTrader_Monthly_MRO_e-Magazine_2015-09

Cover story: Landing gear MRO
15
grammes,” confirms Reed from GA
Telesis. “The biggest change is around
the use of lighter weight, but stronger
materials such as titanium. This is driving
advancements in repair methods
and tooling for machining during the
overhaul and repair process.”
On top of that, Reed says the replacement
of Hexavalent Chromium with
HVOF (High Velocity Oxygen Fuel) spray
and surface treatments that replace
the previous use of dull cadmium are
creating additional costs and TAT for
those who are in the industry for a long
time. “This creates further barriers to
entry for smaller MRO gear shops to
compete, especially as repair demand
of older models with chrome and cadmium
continues to diminish. We will
start to see not only larger MROs, but
even smaller MROs outsource those
particular special processes in order
to minimise their costs or to gain entry
into the market,” Reed states.
Banal from AAR also mentions that newer types
Aerostar is a subcontractor for the production of landing gear components.
Photo: Keith Mwanalushi
Line maintenance checks should detect general faults.
of aircraft gears will require investment in specialised
machinery to apply, remove and finish
grind exotic plating such as HVOF, also, he says
there is increased applications
of proprietary
liner repairs.
Airbus A380 and 787
overhauls on the
horizon will require
investment in larger
infrastructures (i.e.
equipment and machinery).
Banal continues:
“AAR LGS is
one of the few landing
gear overhaul facilities
that already
has the required
equipment to fully
process components
from the A340 and
B777 landing gears
and has incorporated
additional equipment
purchases in our
long-range plans to
fully cover the industry
requirements.”
Photo: Direct Maintenance
Regarding the most
cost efficient method
for airlines or MRO’s
to test for gear faults
and repairs, Banal
feels that while on
the aircraft, the primary
source of information about gears comes
from pilot reports. He says there is a lot of information
that can be derived during normal
aircraft turnarounds, such as observation of
leaks or low struts.
“During shop visits, standard industry NDT
methods are employed during component processing
and leak testing is performed upon assembly,”
Banal says.
AAR LGS is an independent landing gear facility
and is not associated with an OEM or airline.
The company is one of a few that has the
equipment and personnel to “properly process
landing gear components in house.” In addition
to providing in-house services to MROs
and airlines, Banal refers to “Tiger Teams” - a
service the company provides to perform onsite
field repairs.
In terms of faults and repairs Reed similarly
attributes this to regular checks during line
maintenance and A Checks. “Gear swings in
base maintenance, and the utilisation of NDT
technology and scanning equipment to check
for corrosion and cracks within the gears and
assembly can also be done during A Checks
for inner and outer cylinder reviews to ensure
longer life or quicker findings if on-wing,” Reed
sums up.
AviTrader MRO - September 2015